Combustion carburetor



`Ian. 20, 1931. 1 GOOD 1,789,362

COMBUS TION GARBURETOR Filed June 12.' 1920 2 SheetS-Sheet 1 Jan. 2o, 1931. JSGOOD 1,789,362

COMBUSTION CARBURETOR Filed June l2. 1920 2 Sheets-Sheet 2 Parenfed Jan. 2o, 1931 lUNITED STATES COMBUSTION Ap'plcation led'nne 12,

The invention, consisting of method and apparatus, is an improvement on that class of charge-forming apparatus for internal combustlon engines wherein the normal carburetor mechanism is combined with 'suctionoperated burner mechanism for imparting heat to theengine fuel or mixture charge or to the intake passage, and its object is to simplifyv the relation of one mechanism tothe other, particularly in respect to the manner of deriving the combustible mixture for the burner from the supply of fuel and air for the carburetor, so that the burner may be automatically and reliably ignitible and capable of steady or non-explosive combustion at variable combustion rates, and so that the said burner shall be capable of operation to impart heat to the carburetor mixture when the engine is being cranked over as well as when running on its own combustion, and maybe combined in various different relations to the carburetor mechanism as may be required. The invention includes various features of operation and structure pertinent to the at.- tainment of the results stated thou h not necessarily limited thereto as hereiila ter set forth inthe claims.- In the drawing, Fig. 1 represents an -axial section of a form of charge-forming device or carburetor incorporating a suction burner according' to this invention;

Fig. 2 1s a modification of the liquid catchin device;

, ig.18 a cross-section of Fig. 2;

Fig. 4sti1l another form of liquid catching means, y y

Fig. 5 is a preferred modification of the apparatus,

Fig. 6 a developmentthereof, and

Fig. 7 a modification of Fig. 6.

The carburetor shown in Fig. 1 comprises a constant levelor float chamber, supplying liquid fuel to aspray nozzle 2 by, or proportional to,'the suction effector a1r velocity in the venturi air entrance 3 which surrounds the latter. This primary air entrance is normally open but may be provided with the usual choker if desired as shown at 3 in Fig. 1. Auxiliary air entering by the springseated valve 4 passes to the carburetor mix- PATENT o1-"Fica,

GARDEN OITYfNEW YORK, ASSIGNOR TO 'GOOD INVENTIONS CO2, OF i NEW YORK, N. Y., A CORPORATION OF NEW 'YORK CARBUBETOR 1920. Serial No. 388,682.

ling space -and joins the spray from .the venturi to make a mixture therewith suitable for combustion in the enginefto'which it passes under the control ofthe throttle "5 as usual. This common form of carburetor mechanism is used in this figure as representing any means for-measuring liquid fuel in proportion to an air flow for makin nsuitable engine charge mixture and itwill e evident to those skilled in this art that any usual or suitable means for maintainin accuracy of proportions of hthis mixtureft vroughout the engine range or for making it initially rich in fuel or temporarily rich on quick open- `ing of the throttle or for obtaining other well known carburetor results may also be incorporated.

The burner'mechanisnr comprises an ignition and mixing spac'e 6 containing a spark plug 7, a spray nozzle 8 for liquid fuel, and an air inlet chamber 9 adapted to let air into the mixing space round about its common axis It also has a very small aii jet hole 10 open to atmosphere in this case,and placed in aspirating relation to the fuel nozzle, the general construction and mode of operation of this device being substantially thezsame as-shown in -my prior Patent No. 1,334,446 dated March 23, 1920. Flows of air ,and fuel into this burner are caused by the suction effect of the engine intake passage, transmitted through the series of ho1es11 constituting the burner outlet, and the resulting mixture is ignited in the burner so that the flame' or flame products enter the intake passage' through these outlet holes, which latter are distributed round about said assage so as to cause a Vprom t'mixture 'with the carburetted mixturel owing to the en ine vaporizing the latter and preparin it or rompt ignition in start in cold weather as., we as lmpr'oving its operation when in normal use. The flow of liquid fuel to the burnerfis derived from the liquid/delivery or spra" "."mixture which has already'entered any been, .measured in the carburetor, and 'for this purpose the carburetor passage 'is' provided with means for diverting a portion of such fuel, consisting in the case of Fig. 1 of a 90 the' engine and t ereby l el ing the engine ,cated just below vthe catch the drip therefrom and from thewallsv deiiector member 12 mounted in the iow ath of the carburetor mixture and ada te to catch some of the liquid fuel and irectvit into a cup or burner fuel receptacle 13 shown as surrounding the intake passage in Figure 1. Liquid catching means for this purpose can obviously function in' different ways and the shape and location thereof will naturally 'be designed according to circumstances. The

deflector 12 is simply a spout opening toward the spray source and emptying into the cup. In Fig. 2 it is constituted of a transverse baiie 14 arranged Ato deiect liquid into the flangev 15, from whence it Hows to the cup 13. This catcher has an'u standing wing 16 lo- Ilip of the throttle to of the intake after the engine has stopped and direct it into the cup. Fig. 4' shows an'- 'and 4 the holes 18 and 18a are vents to allow air to enter the cup as .fuel is withdrawn. Having thus separated out a portion of the liquid fuel in a receptacle, it 1s obvious that such fuelm'ay be withdrawn' for use in the burner, and for this purpose the fuel nozzle 8 is connected to the fuel cup through the adjustable ittinlg 19. The airsupply. for the burner is ta en from hthecarburetor. by means ofthe air tube 20 connecting the `air space of the carburetor, preferablyfnear the-A auxiliary valve 4, with the burner aicham-AA ber 9, and such air entry :is controlled' by the small a1r valve 21 which, having a seat` ing spring serves tocorrelate the suction "within the ignition andcombustion space with the fuel spraying meansthereof so as to keep substantially constant proportions lin the fuel and air mixture formed therein.) This control of theburner-proportions is in,-7

dependent of variation of the suction effect transmitted through the burner outlet, and enables the burner to operate properly at varying'combustion rates according to the suction effect. Suchl automatic control of the burner proportions may obviously also be secured in other ways with equivalent result. All the parts described may obviously be organized 1n the general structure with greater compactnessthan', for convenience, shown in the drawing. The spark plug is connected for operation from the englneidistribut'or head (not shown) or to onev of the engine spark plugs or. otherwise, and the various passages are so arranged that when the engine is cranked, as by its starting motor, or is in normal action with the throttle closed or partly closed the intake suction thereby produced and transmitted simultaneously or `in succession to the burner and carburetor, causes fuel and air to be drawn into both, and in such manner as to result in ignition in the burner so that'the flame or its products will be immediatelyI available for vaporizin the carburetted fuel as above stated. By Iocating the outlet 11 between the engine and the throttle as shown in the drawing, itscombustion rate will diminish as the delivery of mixture from the carburetor increases, because of the diminishing suction as the throttle is opened, but the burner may of course be controlled as desired either manually or automatically, It

`isl apparent that inasmuch as the burner proportions are positively controlled by the relative sizes and arrangement of its fuel and airl passages and of the setting of valve spring 21, the burner is not only certain to ignite promptlybut to` give and maintain constant combustion proportions adapting it to burn steadily and clean under all conditions. It may be constructed or regulated to produce different effects, either to give complete combustion without much 'excess of air or fuel in its products, or to give a partial or restricted combustion. resulting in a hot gaseous medium having combustible characteristics. In any case, kthe burner fuel and referably also the burner air are derived rom thecarburetor, after measurement in the "latter, and are thereafter controlled as .to their ombustiblecombination so that the desired burner action is always maintained fiefrom unintended variation and both the bun'ne'r and the carburetor may be adjusted fwithoutv relation to the. other'so that both may function to the best advantagel 'I he small amount of air used for thev aspiratmg air'jet 10, while shown as taken from atmosphere, may be taken from the carburetor, so that all the burner air is derived from the. latter. A small pipe or passage 10 connecting the said jet with the air tube 20 will serve this urpose as shown in Fig. 5, but

obviously t is connection can be eifected in 4 a variety of ways. The fuel cup will ordie narily retain a suicient quantity of fuel to supp y the burner on starting the engine and itis an added and useful function of the drip catcher, such as 17 that some of the liquid fuel remaining therein when the engine is" stopped, may be swept up with the carburetor mixture when the engine is again started in rotation, thereby providing an initially rich effecttending tofhelp the engine start in action, the function ofthe catcher in this respect being quite independent of its function l of supplying fuel-for`t11e burner.

Figure 6 illustrates a desirable arrangement when it is required to have the burner in action throughout the `entire range of action of the carburetor. In this form the burner outlet 11 is located at the throat of a Venturi tube constituting part of the intake passage, such tube being shown in the present case as on the engine side of the throttle but capable of location elsewherel with the same effect. ture through the tube subjects the burner outlet llgto a lower pressure than exists at its entrance so as to maintain a flow through the burner sufficient to keep it in action even though there maybe no pressure 'difference resulting from the settin of the throttle 5. By appropriate design o the Venturi tube the burner may be thus kept in action throughout the whole'or any part of the carburetor range.-`

Figure 7 illustrates another means of maintaining at all times a difference of pressure between the entrance and outlet of the burner so as to keep it in action. In this case acheck valve 23 mounted in a spider support 24 'intervenes between the carburetor mlxing space 'and the burner outlet 11. If this lvalve be arranged to seat by gravity it will maintain a 'substantially constant pressure difference betweenA the entrance and outlet of the burnei` which will keep the burner in action at aconstant rateof combustion fo as long as the carburetor is inA action. The said valve is shown herein as seated by a spring 25, in'

which case the pressure difference increases as the carburetor action increases and the burner in consequence functions at an`inf creasing rate. Inthis formthe burner outlet is located between the throttle and the carburetor, but it will be apparent that it can be located elsewhere according to the effect desired.

The use vof a liquid-catching baiiie member which extends crosswise ofthe carburetor spray passage, like the deector 16, affords an advanta e over the hole or spout type of deector o Fig. .1,- in that it intercepts the spray at points near its center as well as near 1 its edge, that is to say, at" several points,

- combustibly com where the density of the spray may be different and therefore the ratelof liquid diversion is kept more closely in accord with the average density of the spray and hence more di-` rectly proportional to the spray delivery as a whole.

. Claims:

1. The method of producing heated fuel` mixture for an internal combustion .engine which conslsts 1n causing the .intake suction to produce flows of air and liquid fuel to form an engine-operating mixture, diverting constant relative portions of both said ows-to an ignition and mixing, space, maintaining said diverted flows in a predetermined proportion adapted to `pr0duce.nonexp1osive and clean-,burning combustion in said s ace,

ining said diverted ows Theflow of the carburetor mixsaid intake passage.

'liquid fuel to said passage in proportion to the air iow therethrough, meansfor catching and diverting apart of-such fuel delivery, a burner having a suction air jet for ,spraying such liquid and having an igniter intercepting such spray and an outlet delivering'the combustion products directly into 3. In an internal combustion engine, an upwardly extending intake passage including a carburetor connected'to its-lower end, and means above the carburetor in saiduvpassage for collecting drip of liquid fuel wheii the engine is stoppegi said means vbein assov ciated with the an` ow through the mtake above the carburetor so that itscollected fuel will be carried thereby into the engine when again started.'

4. In an internal combustion engine, the

combination ofa charge-forming device included inthe engine intake assage, of means for receiving liquid fuel owing down the walls of said passage when theengine is stopped, and a com ustion device supplied wit fuel by said'means and ada ted to heat the'mixture produced by said charge-formin device. A y

testimony whereof, I have signed this specification.

JOHN GOOD. 

